Más contenido relacionado
La actualidad más candente (20)
Similar a Presentation From The Blue Conference In Copenhagen 01 12 2011 (20)
Más de PoulKnudsgaard (14)
Presentation From The Blue Conference In Copenhagen 01 12 2011
- 1. Environmental rules and regulations
seen as Business opportunities
2011
MAN Diesel & Turbo
„Engineering the Future – since 1758“
The Blue Conference 2011 Poul Knudsgaard © MAN Diesel & Turbo 01.12.2011
- 2. Disclaimer
All data provided on the following slides is for information purposes only,
explicitly non-binding and subject to changes without further notice.
The Blue Conference 2011 Poul Knudsgaard © MAN Diesel & Turbo 01.12.2011 <2>
- 3. Environmental rules and regulations:
Threats or opportunities?
The Blue Conference 2011 Poul Knudsgaard © MAN Diesel & Turbo 01.12.2011 <3>
- 4. Topics
EEDI
Engines & Fuel
Aft Ship optimization
Examples on Green Retrofits
The Blue Conference 2011 Poul Knudsgaard © MAN Diesel & Turbo 01.12.2011 <4>
- 5. EEDI
EEDI
Energy Efficiency Design Index
IMO - International Maritime Organization
Regulation has been adopted at IMO on 15 July 2011!
The Blue Conference 2011 Poul Knudsgaard © MAN Diesel & Turbo 01.12.2011 <5>
- 6. EEDI
Basics
EEDI – Energy Efficiency Design Index
Definition:
EEDI = CO2 emission = ΣP x CF x SFC
Benefit of ship Capacity x Speed
Unit: gram CO2/(Ton*Nautical Mile)
Reference: Requirement :
The Blue Conference 2011 Poul Knudsgaard © MAN Diesel & Turbo 01.12.2011 <6>
- 7. EEDI
Calculation Formula
Πfj (ΣPME*CFME*SFCME) + PAE*CFAE*SFCAE + (Πfj*ΣPPTI –Σfeff*PAEeff)*CFAE*SFCAE - Σfeff*Peff*CFME*SFCME
EEDI = __________________________________________________________________________________
fi * Capacity * Vref * fw
CO2 emission CO2 emission CO2 emission CO2 reduction CO2 reduction
Main engine - PTO Auxillary engine Power Take In WHR or similar Wind, Solar …
Ref: 75% *(PSMCR – PPTO) Ref: 2.5% x PMCR + 250 kW Ref: 75% PTI Ref: 75% MCR Ref: 75% MCR
PMCR PPTO
The Blue Conference 2011 Poul Knudsgaard © MAN Diesel & Turbo 01.12.2011 <7>
- 8. EEDI
Calculation Formula
Πfj (ΣPME*CFME*SFCME) + PAE*CFAE*SFCAE + (Πfj*ΣPPTI –Σfeff*PAEeff)*CFAE*SFCAE - Σfeff*Peff*CFME*SFCME
__________________________________________________________________________________
EEDI =
fi * Capacity * Vref * fw
Ship speed
Speed obtained at:
• Specified capacity of ship
• Power as defined in EEDI (75% MCR)
Capacity of ship
Cargo ships: 100% DWT
Container ships: 70% DWT
Passenger ships: 100% GT
Picture taken from http://fr.academic.ru/pictures/frwiki/83/Sirius_Star_2008e.jpg
The Blue Conference 2011 Poul Knudsgaard © MAN Diesel & Turbo 01.12.2011 <8>
- 9. EEDI
Stepwise Introduction
Requirements on EEDI – entering into force on 1 January 2013
Regulation: Attained EEDI ≤ (1-X/100) x Reference value
X = 0 for ships built after 1 Jan 2013
X = 10 for ships built after 1 Jan 2015
X = 20 for ships built after 1 Jan 2020 (X = 15 for some ship types)
X = 30 for ships built after 1 Jan 2025
EEDI
10 %
20 %
30 %
2013 – Reference line
2015
2020
2025
Capacity
The Blue Conference 2011 Poul Knudsgaard © MAN Diesel & Turbo 01.12.2011 <9>
- 10. EEDI
Technical Measures
Consequences of requirements
If nothing else is done in the design:
the propulsion power must be reduced
the ship speed will consequently be lower
the total cargo transport by the ship will be reduced
the ship size – or numbers of ships – should be increased to
keep transport capacity
But other solutions are available.
The Blue Conference 2011 Poul Knudsgaard © MAN Diesel & Turbo 01.12.2011 < 10 >
- 11. EEDI
Technical Measures
EEDI reduction – examples
Speed reduction
5% reduction of ship speed results in 10% lower EEDI index – increased ship size or more ships
required
Waste Heat Recovery
10% reduction by Waste Heat Recovery
Gas fuelled engine
23% reduction using LNG, due to low carbon emission factor
Increased propeller diameter
Propeller efficiency increase by increased propeller diameter and lower engine
speed
Derated engine
5-10% reduction by derated engine – might cost engine margin
Ship and propeller optimising
Ship specific solutions by optimising hull and propeller
Alternative (green) power
Green, CO2 neutral power, as e.g. wind/solar energy
The Blue Conference 2011 Poul Knudsgaard © MAN Diesel & Turbo 01.12.2011 < 11 >
- 12. 12K80MC-GI-S – Chiba Power Plant
The 10 Years GI Experience
1994 - 2003
GI = High Pressure Gas Injection
Mitsui
The Blue Conference 2011 Poul Knudsgaard © MAN Diesel & Turbo 01.12.2011 < 12 >
- 13. G-ME Engine Series
Increased Stroke to Bore Ratio
Layout diagrams of new green series of G-ME engines
compared with existing super long stroke S-ME engines
Longer
Stroke
Lower
rpm
Larger
Propeller
Higher
Efficiency
Fuel and
CO2
Savings
Source: LEE4/BGJ
The Blue Conference 2011 Poul Knudsgaard © MAN Diesel & Turbo 01.12.2011 < 13 >
- 14. MAN Alpha
System Supply Approach
Propellers interacts mechanically with
Shaft – vibration, whirling
Bearing – load distribution
Gearbox – thrust bearing
Engine – vibration (torsional, axial)
Propellers interacts hydrodynamically with
Hull – efficiency, cavitation (noise/vibration)
Struts – flow alignment
Rudder - manoeuvring, erosion
The Blue Conference 2011 Poul Knudsgaard © MAN Diesel & Turbo 01.12.2011 < 14 >
- 15. The optimum design
The Balanced Design
Fuel Consumption Vibration/Noise/Comfort
The Blue Conference 2011 Poul Knudsgaard © MAN Diesel & Turbo 01.12.2011 < 15 >
- 16. MAN Alpha - Aft Ship Approach
The DFDS pilot project
2 x 3000 LM RoRo Vessels M.E.: 2x8S40ME-B9.2
Owner: DFDS, Denmark 2 x 9.080 kW @ 146 rpm
Yard: P+S Werften, Germany CPP: 2 x VBS1350 / AT2000
NB500 / 501 Aux.: 3 x L16/24
Special features
2 x VBS1350 with full feathering capabilities
2 x Becker Marine System twisted rudders
Investigations on optimised rudder bulbs
The Blue Conference 2011 Poul Knudsgaard © MAN Diesel & Turbo 01.12.2011 < 16 >
- 17. CFD Calculation of Rudder Bulb
DFDS RoRo project
65 bulb model variants have been
calculated
Best shape offers 2% increased
efficiency in open water condition
Results has been verified at model
basin HSVA in Hamburg, Germany
The Blue Conference 2011 Poul Knudsgaard © MAN Diesel & Turbo 01.12.2011 < 17 >
- 18. Self-propulsion Test at HSVA
Withoutrudder bulb
With rudder bulb
The Blue Conference 2011 Poul Knudsgaard © MAN Diesel & Turbo 01.12.2011 < 18 >
- 19. Result from Self-propulsion Test
Annual fuel oil savings > 250.000 €
Pay back time < 4 months
The Blue Conference 2011 Poul Knudsgaard © MAN Diesel & Turbo 01.12.2011 < 19 >
- 21. Propeller Upgrade & Retrofit
EEDI reduction – “Green retrofit”
The Blue Conference 2011 Poul Knudsgaard © MAN Diesel & Turbo 01.12.2011 < 21 >
- 22. Propeller Upgrade & Retrofit
EEDI reduction – “Green retrofit”
Up to 14% fuel savings - and reduced emissions
Reduced propeller noise
Short payback time
70
65 Old design
New design
60 14%
55
Propeller Efficiency [%]
50
45
40
35
30
25
8 9 10 11 12 13 14 15 16
Ship speed [kn]
The Blue Conference 2011 Poul Knudsgaard © MAN Diesel & Turbo 01.12.2011 < 22 >
- 23. Ship Speed Reduction
EEDI reduction – propeller “Green retrofit”
Ship speed reduction from 15 to 14 knots
13000 DWT Tanker
Results in lower EEDI index (approx. 20%)
Pay-back time of propeller retrofit < 2 years
Existing propeller New propeller design
8000 66
Propeller Efficiency [%]
7000 64
Engine Power [kW]
6000 62
60
5000
58
4000 Improved part
56
load efficiency
3000 54
52
2000
50
1000 48
0 46
12 13 14 15 16 10 11 12 13 14 15 16
Ship speed [kn] Ship speed [kn]
The Blue Conference 2011 Poul Knudsgaard © MAN Diesel & Turbo 01.12.2011 < 23 >
- 24. Kappel Tip Fin Propeller
Kappel Tip Fin Propeller
3-5 % efficiency gain
M/F Kronprins Frederik
M/F ASK & M/F URD
The Blue Conference 2011 Poul Knudsgaard © MAN Diesel & Turbo 01.12.2011 < 24 >
- 25. CPP Propeller Upgrade/ Retrofit
Fuel savings
M/F Sassnitz
Passenger, Vehicle and Train
Ferry.
Twin screw : 2 x 9,100 kW.
MAN Alpha: High skew design.
Improved efficiency: 12.5%
M/F Aurora & M/F Merchant
Passenger, Ro-Ro and Cargo
Ferry.
Twin screw: 2 x 13,200 kW.
Kappel design ICE Class 1A
Super.
Improved efficiency: 8%
The Blue Conference 2011 Poul Knudsgaard © MAN Diesel & Turbo 01.12.2011 < 25 >
- 26. CP Propeller Upgrading Projects
Scandlines
M/F “Ask”
Passenger, RoRo Cargo Ferries
Twin screw: 2 x 4,920 kW
Kappel design, adapted to new service profile
Improved efficiency: +10%
M/F “Urd”
The Blue Conference 2011 Poul Knudsgaard © MAN Diesel & Turbo 01.12.2011 < 26 >
- 27. AHT Nozzle – Alpha High Thrust
HIGH thrust at low speed
Increased bollard pull – up to 16 %
The Blue Conference 2011 Poul Knudsgaard © MAN Diesel & Turbo 01.12.2011 < 27 >
- 28. Upgrade of Propeller Blades and Nozzle
13.8% more pull - and less noise
GECO TRITON New blades and AHT nozzle Bollard Pull test and
measurement
Facts and Figures
Resulting improvement in Bollard pull: 13.8%
Reduction of propeller noise: 30%
Measured Bollard Pull – after upgrade: 79.1 tons
Measured Bollard Pull – before upgrade: 69.5 tons
Propeller: Wichmann, ø3800 / 153 rpm
Engine: Wärtsilä 12V32E, 4.920 kW
The Blue Conference 2011 Poul Knudsgaard © MAN Diesel & Turbo 01.12.2011 < 28 >
- 29. Speed Pilot
The Overall Structure
“Green retrofit”
The Blue Conference 2011 Poul Knudsgaard © MAN Diesel & Turbo 01.12.2011 < 29 >
- 30. Propeller and Aft Ship Optimizing
Upgrade & Retrofit
EEDI reduction – “Green retrofit”
Rudder Bulb is combined with a twisted rudder
Efficiency gain up to 4 – 6%
Optimize Mewis Duct
Optimize the propeller blade design
for the modified wake
Efficiency gain up to 5 – 8%
The Blue Conference 2011 Poul Knudsgaard © MAN Diesel & Turbo 01.12.2011 < 30 >
- 31. Nox-Reduction Technologies
Engine internal measures - “Green retrofit”
NOx Reduction Package for M/F GEISNES
L23/30 engine retrofitted to Tier II limits
Comprising:
Cylinder heads with improved flow properties
Camshaft for optimized timing ties
Fuel equipment (injection pumps and valves)
Increased compression ratio
Retarded injection
Pistons with optimized ring configuration
Cylinder liners with flame ring
The Blue Conference 2011 Poul Knudsgaard © MAN Diesel & Turbo 01.12.2011 < 31 >
- 32. Thank you for your attention.
All data provided in this document is non-binding.
This data serves informational purposes only and is
especially not guaranteed in any way. Depending on the
subsequent specific individual projects, the relevant
data may be subject to changes and will be assessed and
determined individually for each project. This will depend
on the particular characteristics of each individual project,
especially specific site and operational conditions.
END
The Blue Conference 2011 Poul Knudsgaard © MAN Diesel & Turbo 01.12.2011 < 32 >
- 33. Site Frederikshavn
PrimeServ Frederikshavn
Employees (31.09.2011) : 473
Products + Employees (D-DK site HOL) : ~
Propellers 100
Gears
Gears Propellers PrimeServ After
Sales Service
The Blue Conference 2011 Poul Knudsgaard © MAN Diesel & Turbo 01.12.2011 < 33 >
- 34. Curriculum Vitae – Poul Knudsgaard
Born 23.07.1959 Aabenraa, DK
Married, 4 kids – age 15->28
1985 Marine Engineering Apprenticeship
1988 B. Sc. in Mechanical Engineering
2011 MBA
1988-1991 Project Engineer, APV Anhydro A/S
1991-1992 Sales Engineer, FAG Danmark A/S
1992-2002 Misc jobs at MAN B&W Diesel (CPH & FRH)
2002-2008 Technical Director, RAIS A/S
2008- ? Misc jobs at MAN Diesel & Turbo
Site Manager FRH & Head of PrimeServ Four-stroke DK
Supervisory Board member: MARCOD and EMUC
The Blue Conference 2011 Poul Knudsgaard © MAN Diesel & Turbo 01.12.2011 < 34 >
- 35. H.A.M. (Humid Air Motor)
A System Preventing NOx Formation
H.A.M. Influence on NOx Formation
Humidification of the charging air increases heat capacity and lowers the O 2 content
High heat capacity and low O2 in the charging air gives low combustion temperatures
Low combustion temperatures gives low NOx
The Blue Conference 2011 Poul Knudsgaard © MAN Diesel & Turbo 01.12.2011 < 35 >
- 36. Installation of H.A.M.
M/V “Kvannøy” – 84 meter Purse Seiner / Trawler
Wet methods - “Green retrofit”
Installation of Humid Air Motor (H.A.M.)
61. 3% NOx Reduction after Retrofit
IMO E2 NOx emissions - reduced from 9.3 g/kWh to 3.6 g/kWh
http://www.youtube.com/watch?v=sb1SA0U5rSM
Engine type : 16V28/32A
Reduction gear : ACG 950
CP Propeller : VB 1080
Propulsion control : AT IIA
The Blue Conference 2011 Poul Knudsgaard © MAN Diesel & Turbo 01.12.2011 < 36 >
- 37. M/V “Mariella” – H.A.M Installation
Test Results Measured Onboard
Measured switching from air cooler to H.A.M. operation:
Emissions of NOx decreased from 14.32 g/kWh to 4.57 g/kWh (68%)
Emissions of THC (C3) increased from 0.17 g/kWh to 0.21 g/kWh (22%)
Emissions of CO decreased from 0.75 g/kWh to 0.71 g/kWh (4.8%)
Emissions of Particulate Matter (PM) increased from 0.30 g/kWh to 0.46 g/kWh (56%)
Fuel consumption decreased from 216.8 g/kWh to 212.1 g/kWh (2.15%)
All figures are corrected according to ISO 8178.
Emissions and fuel consumption for 25, 50, 75 and 100% load are weighted according to ISO 8178, E3 cycle (Propeller curve),
The Blue Conference 2011 Poul Knudsgaard © MAN Diesel & Turbo 01.12.2011 < 37 >
- 38. Nox-Reduction Technologies
Dry methods - “Green retrofit”
Installation of Selective Catalytic Reduction (SCR)
IMO MARPOL, Annex IV - Tier III compliant
Treatment of exhaust gas after engine
The Blue Conference 2011 Poul Knudsgaard © MAN Diesel & Turbo 01.12.2011 < 38 >
- 39. H.A.M. versus SCR – Summery Table
HAM SCR
Low maintenance and operation costs Low investment costs
NOx reduction up to 70% NOx reduction up to 80%
Possible urea slip,
Safe and ecological process
risk of N2O formation
Improved performance at part load operation, Reduced performance at part load operation
dependent on available heat dependent on exhaust gas temperature
Heavy system reduces the
“Lighter” system
total payload of the ship
No fuel quality limitation:
Engine needs low sulphur fuel oil
The engine can run on high
(LSFO) during SCR operation
sulphur fuel oil (HSFO)
No additional reducing agent (uses sea water
Urea transport + storage aboard ship
only), water decalcification agent necessary
The Blue Conference 2011 Poul Knudsgaard © MAN Diesel & Turbo 01.12.2011 < 39 >
- 40. Nox-Reduction Technologies
Dry methods - “Green retrofit”
Installation of Exhaust Gas Recirculation(EGR)
IMO MARPOL, Annex IV - Tier III compliant
O2 in the scavenge air is replaced with CO2
Exhaust Reduced O2 content in the scavenge air –
gas thus reducing the peak temperatures
loop
CO2 has a higher heat capacity -
thus reducing the peak temperatures
Decreased peak temperatures reduces the
formation of NOx
The Blue Conference 2011 Poul Knudsgaard © MAN Diesel & Turbo 01.12.2011 < 40 >
- 41. Conversion to Gas Fuelled Engines
EEDI reduction – “Green retrofit”
23% EEDI reduction using LNG, due to low carbon emission factor
IMO MARPOL, Annex IV - Tier III compliant
Clean combustion of natural gas
Improved opportunities for Waste Heat Recovery
Two - Stroke Four - Stroke
The Blue Conference 2011 Poul Knudsgaard © MAN Diesel & Turbo 01.12.2011 < 41 >
- 42. Waste Heat Recovery
EEDI reduction – by Waste Heat Recovery
Reduction of EEDI by Waste Heat Recovery - Opportunity for “Green retrofit”
The Blue Conference 2011 Poul Knudsgaard © MAN Diesel & Turbo 01.12.2011 < 42 >